Navigational apparatus



E. A. SPERRY.

NAVIGATIONAL APPARATUS.

0 APPLICATION FILED NOV- 13, I914- 1,060,694.

Patented Nov. 30, 19255..

5 SHEETS'-SHEE'I l.

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E. A. SPERRY.

NAVIGATIONAL APPARATUS.

APPLICATION F ILED NOV. I3. 19l4. I 1,360,694. Pa e te Nov, 30,1920.

5 SHEETS-SHEET 2- IN V EN TOR. WITNESSE$= flMERA.5PER/QY r; F .5 Y WW mflmm WI/L 'ATTORNEY.

. E. A. SPERRY.

NAVIGATIONAL APPARATUS.

APPL ICATION FILED NOV. 13. 1914.

1 60,694. Patented Nov. 30, 1920.

5 SHEETS-SHEET 3.

H6. 5 INV'ENTOR.

-: v HMEH/4SPERRY ATTORNEY.

E. A. S PERRY.

NAVIGATIONAL APPARATUS.

APPLICATION FILED NOV. 13, 1914 Patented Nov. 30, 1920.

5 SHEETS-SHEET 4- IN VEN TOR. fZMf/VA. SPA-PR) A TTORNE Y1 WITNES ES:

E. A. SPERRY.

NAVIGATIONAL APPARATUS.

APPLICATION FILED NOV. 13. 1914.

1,360,694. Patented Nov. 3%, 1920,

5 SHEET$SHEET 5.

IN VENTOR,

1 SES: 25; 2/0424 4 Z/WfH/l. SFERR) Z61 831W 32% W ATTORNEY.

UNITED. STATES PATENT OFFICIEI.

ELMER A. SPERRY, OF BROOKLYN, NEW YORK, ASSIGNOR TO THE SPERRY GYROSCOPE COMPANY, OF BROOKLYN, NEW YORK, A CORPORATION OF NEW YORK.

NAVIGATIONAL APPARATUS.

Specification of Letters Patent.

Patented Nov. 30, 1920.

Application filed November 13, 1914. Serial No. 871.885.

' siding at 100 Marlborough road, Brooklyn,

New York, have invented certain new and useful Improvements in Navigational Apparatus, of which the following is a speci fication. A

This invention relates to the navigation of all kinds of craft. more especially to the steering of craft which are guided by means of a rudder, such as vessels. torpedoes. aeroplanes and dirigible airships. The proper steering of such craft presents several peculiar difliculties. The first is to provide an unfailing indication of the ships course, the second is to keep the ship on its course. This problem is complicated by the somewhat peculiar conditions which are found in steering craft guided by a rudder at the stern. The condition thus presented may be said to be one of unstable equilibrium, as is evidenced by the constant yawing of a ship. a

The main object of this invention is to overcome both of these difficulties and to devise an apparatus which will automatically keep a ship on its course, so that the pilot may be relieved of at least the greater part of the manual work of steering. In working out this invention, I have also made several improvements which are of great individual importance, as will be evidenced as the description proceeds.

Referring to the drawings in which one embodiment of my invention .is shown for purposes of illustration,

Figure 1, is an elevation of that portion of the steering apparatus which isadapted to be placed in the pilot house. showing how it may be connected up with the present form of steering gear.

Fig. 2, is a plan view thereof.

Fig. 3, is an enlarged section of the automaticsteering gear, being in part diagrammatic in order to show all of the details in one view.

Fig.4, is a detail thereof.

Fig. 5. is an elevation, partly in section. of the relay which is adapted to be used between the master course indicator and the automatic steering gear.

Fig. 6. is a. detail thereof.

Figs. 7 and 8, are a front and side elevation respectively of the master course indicator, which is of the gvroscopic type.

Fig. 9, is a detail thereof.

Fig. 10, is a simplified wiring diagram of the entire apparatus.

Figs. 11 and 12 are details ofmodifications of the contactors used on thegyros.

As before indicated, the apparatus I" now employ to carry out my invention comprises several different instruments, all cooperating however to produce the desired result. It is obvious, however,'that all may be combined in one instrument, if desired. The instrument shown in Figs. 1, 2 and 3 may be termed the master controller. It comprises a casing 1 containing the delicate portions of the mechanism, and provided with a transparent cover 2, through which a card 3 fixed in azimuth, and course indicating dial 4 are visible. Said dial is set by a hand wheel 5. Automatic connections, hereinafter described. are provided between the course indicator and an electric motor 6 which controls, either directly or indirectly, the helm. I prefer to locate the master controller in the pilot house and to connect motor 6 with the pilot wheel 7 by means of a chain 8, passing over a sprocket gear 9 located adjacent saidwheel. A clutch 10 is provided between said wheel and gear so that the pilot wheel may be operated by hand or by the master controller at will, said wheel being slidably but non-rotatably mounted on its shaft 109 by spline 110. Motor 6 is set outside of casing l and carries on its shaft a worm 11, driving worm wheel 12, which carries the sprocket wheel 13 for chain 8. In Fig. 3 the motor shaft is also provided with a bevel gear 1 1, driving a Figs. 1 and 2 this construction'is simplified by omitting the bevel gears and mounting the worm wheel directly on cross shaft 15 The card 3 may be maintained fixed in azimuth in any approved manner, preferably by means of a repeaterniotor 16 actuated from some type of gyroscopic compass. The shaft 17 of said motor is provided with a pinion 18, which drives a gear 19 secured to' a sleeve 20', which carries adjacent its top the card 3. Means are also provided to hold the course indicator 4.- tixed in azimuth except when adjustedby the hand wheel 5. Gear 18 also meshes with a ear 20 which contacts can be seen better in ing for the shaft 4 6to' the planetary arm 47 ,is secured. said am receives its main the drum. If,

driven from hand wheel 5 through. gears 22,v a

with theresult that "the" "planetary member 23 transmits to the shaft 24 onwhich' it'is pinned a motion which is the resultant otthe other two. A pinion 25 on shaft 24 drives a. gear26 fixed on shaft 27, through an idler- 28 loosely mounted on shaft 17 Adjacent the top of shaft 27 is carried the course in dicating dial 4. The control of motor 6 from said dial is efl'ectedtlirough'afollow up contacts stem. A M29 is secured to shaft27 ant meshes with asecond gear 30* fixed to a shaft 31 carrying the controller drum orj'controller It will "readily be seen that when the ship turns or when the course indicator is changed the drum rotated one way'or the other." A 'trolley33 rests on thed'rum." The conducting surface of the drum is divided into two parts an insulating strip 34, onefside. being positive and the other negative,

, ig. 5, in

which a similar form of drum 32 is shown; The insulating strip is Z shaped and at its crossed portion 35 "is but, s '1 than the trolley 33or'33 'is'wide. It is on f this'portion'that the trolley normally rests, as shown in Fig. Nowfi fthe drumbe' rotated the trolle will immediately con} tact withone 0ft e contact stripspausingf the motor 6 to shiftthe helm.

gear" is introduced as previously noted from motor 6 through shaft 15 its bevel gears and vertical *shaf t36fextending 11p through the casing 1', and carrying 'at [its upper end aipinion 3 7 Said pinion drives l a shaft 38 through idler '39 loosely mounted on shaft 40 and gear 4:1 fixed onsliaft 38;" A pinion 42, secured adjacent the other 'end of said shaft serves to drive' doiible f acefcl" gear 43, which forms one arm offanother'j epicyclic train-off gearing. The op'posite ariniicomprisesa bevel gear with sim angated hub/i5, wh chis secured atfone end to shaft 40, theh'ub portionjforrninga bearing motion from-gear 43, as'the motion oflgearfj 44 is merely, oscillatory as will be explained hereinafter. Secured to shaft 46'fis' a plat-Q form 48, which supportsthe trolley through a system'of parallel links 49, 50,51, of which 49 and 50 are pivoted to the fixed uprighti 52, while 51 supports andguides the trolley' Means are thus provided to cause thetrolley to follow 'tlierotation of iowever, the course indica tor be suddenly, shifted through a large angle, it might happen that the drum advanced a revolution or,more; 1head of the trolley before theinotor 6 bedtim tobring f the trolley around. To meet such a con tingency, I have devised several ,diifer'entg' mechanisms, one of which is shown in Fig;

andnanother in. Fig. 3, I pro-v vide the-extending lliubjflof drum 32 with a spir l groove 53 into "which fits a- 'finger 54, formingoneend of a bent lever 55. Said lever Wis-pivoted. on platform 48 by means of ears 56 -,1 ositioned in front of finger 54, sothat an up or down movement of said fiiigerivill rookth'elvfl-and oscillate the end 55, on which the weight of the trolley 33 and the parallel linkage restsby means ofsupport 56'; Itwill besee'n that as'soo'njfa's the drum starts to rotate faste'r or jslower' th'a'nthe platform 48, carrying finger-54.- and trolley traic t'ed by the groove 53 causing a" "corre- '33, the said finger will "be advanced 'or re-= spending movement -'of 'trolley' 33. The 1 spiral groove is so designed that the trolley is m'oved'b'eyond the cross-portion 35' of {the insulation jby the time 'one relative 'revolui 'tionof thepartsais reached, thus insuring The sha e 'bfftlie thetrolley flreinainingonf the I correctconfrom the center,"th'e" spiral is friadeQfless itclrso that the trolley-will not be carried ta'ct "section; Beyond 'one complete turn 7 equipped with contact"rings- 57, against are adapte'dto bear;

, which current supply brus'hesnot shown p I tary contact'o r' 32,331 *This;fisacvoinplished' The renew up connection from the'Iste'er-fi by" means" ofthe Shaina)and theep'icyclicf ship, arid to; maintain it exactly on its course.

An osci'llatoiy motiori' 'is imparted "to shaft v 40 from a' friction block 58, througli' link '59 tateid' through a large "angle for a very slight T and: crank Said-block58'fisclzimpedf somewhatlo'oselyjoriany shaft which 'is"rochange in the; heading of the "ship," a'sf d pared to the relative aiigle "of"i'otation of drum 32., It 1s shown as niountedonthe motorshaft 17, and it is providedwith an extension"60 operatingjflbetween adjustable pins or stops 61. Said pins in turn are placed upon a lever 62, pivoted at and provided,withfa pinion i6 4f fAdj acent said pinion "is mounted a pair 'offinternieshing gears '65 and 66, the former'meshingfwith ])1I1lOI1 64. Tothefaceof'eac'h'gear is secured one-member of a pair of scissors 167, 68.

, ()na'shaft 69 em-ea to and hence of similar characteristics to'shaft 17is mounted another friction bloc'li 70, which' cai'riesan adjustable pin 71 on an arm 72. y The scissors are drawn toward each'otheilbya'spring 73, lnit any sudden closing movement is resisted by tl ejone dash pot 7 l ,w hich permits only a slow "closing movement,hut does not'oppose the opening of thefsissors'. "The dash pot is shown as connected to ,member' 68 through a pivoted piston rod 7 5 and a downward extension'lti'on saidmernber;" Th a I v tion of this mechanism is as follows:-As'

theship yaws first in one direction and then it a i ithe other, the shafts 69 and 17 are rotated correspondingly. The pin is rotated thereby so as to strike one of the scissors 67 or 68, which will act as a yieldable stop for the pin,

opening until the spring tension and inertia overcome the inertia of the whole friction block 70 and the frictional engagement be.- tween said block and the shaft 69. When this occurs the block will be brought to rest, but shaft 69 will continue to rotate until'the yaw starts in the other direction, when the pin will start in the opposite direction. As soon as the pin leaves the scissors, they Will start to close slowly under the action of spring T3 and dash pot 74, but the pin upon striking the other side, will open them again. It will be readily apparent that the normal position assumed by the scissors and hence the normal position of lever 62 will depend upon the rapidityand velocity of the average yawing occurring at that time since the faster and harder the pin 71 strikes, the greater will be the opening of the scissors. But, as the pin 71 is vibrating be tween the scissors, arm 60 of block 58 is vibrating between pins 61 on arm 62, and the extent of its oscillation is controlled by the position of arm 62 on its pivot, the nearer that the pins are brought toward shaft 17, the greater the extent of oscillation of arm 60 permitted. In other words I contemplate.

not only damping the yawing by applying a counteractive movement to the helm upon an incipient change in the ship's heading, but also the provision of an anticipatory device which will'sense the amount of yawing that is to occur and will govern the extent of corrective motion given to the helm accordingly. It will be evidentthat the effect of the yaw preventative device is to displace the relative position of the trolley 5.3 and the contact drum thereby displacing the point at which the motor 6 reverses. It will also be evident that the yaw preventative device imparts a greater movement to the rudder than is required to bring the vessel back to her course if no yawing tendency were present or than would be imparted by means of the automatic steering unit alone.

The type of azimuth indicator which is preferably employed to operate the master controller is illustrated in a general way in Figs. 7 to 9. This instrument is somewhat different from the usual type of gyro-compass, in that this indicator has no directive force. That is, while the gyro-compass will always point north, my indicator will remain in any position in which it is placed on the earths surface. Properly speaking. therefore, it can not be termed a compass. It will not, however, stay fixed in space, but will follow the rotation of the earth. 'hile attempts have heretofore been made to employ suchgyroscopes for various purposes,

such as the steering of torpedoes, the success of such devices has been seriously interfered with by the fact that the rotation of the earth would gradually throw the gyroscope ofi', the error amounting to as much as a degree every four minutes. My invention aims to overcome these defects.

I make use of two rotors designed to be oppositely rotated at the-samespeed by polyphase alternating current, similar to the method shown in my Patent 1,186,856, gyroscopic. apparatus, June 13, 1916. The rotors are not 'shown, bu't are inclosed in close-fitting, air tight frames orcasings 77 and 78, which conform in a general way to the shape of the rotor. The rotors are mounted on horizontal axeswithin the casings. These casings are pivoted on diametrically extending, horizontal pivots 79 and 80, on an element 81, which is suspended bymeans of a member 82 of more or less flexibility. That is, it may be in the form ofa torsion'filament or wire designed to transmit a torque from the supporting spindle 83, but to do so gradually'and without shock or it may be a slenderybut comparatively stiff rod. .In the latter alternative, the phantom 84, which carries spindle 83, could be omitted. As shown the spindle 83 is rotatably supported by a spider 85. which in'turn is supported by the usual gimbal'rings 86 and 87, Within main frame 88, the support for which is not shown. Secured to said spindle are thelarge gear 89 and the phantom 8 1. Gear 89 sup- Y portsthe compass scale 90, and is designed 'ahled to overcome the chief difliculty connected, with this type ofgyro-apparatus, namely, the error arising from the earths rotation, since any tendency for the'axls of one gyro to rise .is opposed by the equal and opposite tendency of the other gyro; I also employ novel'm'eans to overcome the errors due to friction about the vertical axis of the support and due to the force required to drive the transmitter 92, thereby preventing the gyros from wandering. This comprises a contact device which is closed as soon as either gyro precesses'beyond a predetermined point. and which operates-the motor 91. referred to above. This device may be located upon one of the gears 93 or 9-1 and upon a bracket 95 fixed to frame 81. It is shown as comprising-a trolley 96 pivotally mounted on a base 97 secured to gear 93. and a curved contact strip 98 on bracket 95. Said strip is composed of two conducting sections 99 and 100 separated by a dead section 101. The trolley normally rests on the dead section, but a'precession of the working in a slot 152 in the other.

gyro in either direction will cause a circuit to be completed through motor 91 as shown in Fig. 10. This will exert a'torque about the vertical axis causing the gyro to precess back to its central position. It should be noted that the contact is so located that it is closed onlyby precession of the gyros and cannot be closed by swinging of the whole frame 81. The contact device is preferably duplicated on the gear 94, as-shown, whereby a more perfect balance and greater reliability are secured andthe errordue to backlash of the gear teeth overcome.

In order to prevent the. element 8% from twisting too far away from the frame 81,, due to the resiliency of support 82 under the influence of the motor 91, a limit stop may be employed such as pin 111' on one 'fralnie he compass card 90, which is mounted on element 84, will 'thus be kept in the correct position.

By employing this novel device, I avoid the necessity of employing a'follow up system and eliminate the effect of friction about the vertical axis, since when theship turns, practically the entire work necessary to hold the gyros fixed in space and to rotate the transmitter is performed by motor'91.

This motor. however, may be of the same type as the azimuth motor shown in said application. It may be a standard d. c. motor of any type, except that it is provided with two opposed field windings 191 and 192.

connected'to the contact strips 99. 99; 100 and 100' as shown inFig. 10 so that the motor is reversed every time the trolleys cross from one contact to the other. The particular type of gyroscopic apparatus above described is not an essential part of this invention but the subject matter thereof is reserved for a divisional application, Serial No. 324,731, filed September 18, 1919, for gyroscopic navigational apparatus.

In all gyroscopic apparatus which is de signed to maintain a level on thesurface of the earth, it has been found desirable to provide the apparatus with an eccentric weight designed to cause precession about the vertical axis of the instrument at exactly the required rate to keep the instrument in a given position. This rate of precession varies from 300 in 24 hours in a clockwise. direction at the north pole through zero at the equator to 360 in 24 hours in acounterclockwise directiom at the south pole. To take care of these varying conditions. I have devised the adjustable weight 102. supported from i the clamp-pivot 103. and balanced when in itsvertical position by a counter weight 101. Hence this position is the correct one for the equator. in north latitude, the bob 102 is swung out and adjusted so that it points to the corresponding graduation on the circular scale 105, while in south latitude it is swung in. My device possesses the further advantage that the scale need not be graduated with a special scale, but is simply laid out in degrees. This feature is due to the fact that the moment of the weight required is proportional to the cosine of the latitude, while my device secures this result by providing a circular means of adjustment which while it is moved through an equal. are for each degree of change in latitude, the moment applied is proportional to the cosine of the angle it makes with its normal position.

I prefer also to equip this instrument with means to prevent or damp out oscillations in the plane of the frames 81'and 84. For this purpose, I employ a rotor supported in a casing 106, which in turn is pivoted on vertical pivots within a ring 107, the whole being swiveled to-the bottom of the frames St and 81 at' 108. This connection 108 may also serve to connect the two frames 81 and 84.

The transmitter 92 may be used to govern repeater motor 16 directly, but I prefer to interpose a relay of the type shown in Figs. 5 and (S, on account of the fact that a large current must be employed to actuate motor 16, since it is called upon to do considerable work, which would necessitate employing heavy brush pressure on transmitter 92 causing serious trouble, unless a relay were interposed.

Referring now to the relay: 112 represents a small repeater motor actuated from transmitter 92. The shaft 113 of this motor is extended and carries collector rings 114, contact drum 32' forming one part of a twopart commutating device and elongated pinion 115. The outer end of the shaft is journaled in an enlarged portion 116 of a second shaft 117 journaled in bracket 118. Shaft 11? is rotated by a motor 211, similar to motor 91, through'pinion 119 and gear 120, said motor being provided with two opposed field coils 212 and 213 which are excited by different sections of said commutating device. (See Fig. 10). A transmitting commutator 121 of ample size is mounted on said shaft, the motor 211 furnishing sufficient power to turn it under heavy pressure from the brushes 119.

The two transmitters 92 and 121' are shown as being of the same type, the difference being in the size andcapacity. Both are provided with four sections, three of which areprovided with two diametrically opposite 90 conducting portions, the portions on one section being 30 ahead of those on the adjacent section. All of the sections are electrically connected to the fourth section. as shown. In the wiring diagram in Fig. 10 the transmitters are represented by three contact points which are brought into successive engagement with a common set of contacts. It'willevident, that theresult attained is the same {which is to excite the three pairs of. fields on the repeater motors 16 and 112 in-rotation. A follow up detrolley 33, which forms a second part of said commutating device. A frame 120' is secured adjacent one end of enlargement 116.

Said frame is of irregular shape and is formed with bearings for shafts 113 and 121 at 122 and 123 respectively and also with a threaded bearing 124 for the threaded end of carrying at their upper end the trolley 33 by means of a spacingbar 127. It will now be evident that, if the motor 112 turned the drum so that the trolley went to either side of the insulated strip 35, motor 211 would turn the framework 128 so thatthe trolley again rested on said strip. (See also Fig. 3). It will also be seen that the same problem here presents itself that was found to exist in connection with drum 32 and trolley 33, that is, that there is a danger of the drum getting a complete revolution or more ahead of the trolley. I have shown a different method of overcoming the difficulty in this case from that shown in Fig. 3. The shaft 121, mentioned abovefis provided with a gear 128', meshing with pinion 115. Ad-

7 jacent one end it is also provided with a mutilated pinion 129 which normally engages the middle finger of a three-fingered star wheel 130 pivoted between ears 130on foot 125. An elbow extension 131 from the star wheel serves to reciprocate the link 132 when the star wheel is rocked on its pivot. A bell crank lever 133, pivoted on frame 120 is linked atone end to link 133,whilethe other end is restrained between forks 127 on the frame work 128; a

The operation of this mechanism is as follows: As long as the two main shafts*113 and 117 rotate at the same speed, the secondary shaft 121 is revolved around shaft 113, but is not rotated on its own axis. As soon, however, as one main shaft falls out of step with the other, the secondary shaft is rotated by pinion 115 and gear 128'. "This will turn pinion 129, which will rotate the star wheel 130 in one direction or the other, causing the bell cranklever 133 to pull or push the trolley to one side of thecenter line of the drum. As pinion 129 continues to rotate, it is carried by the longitudinal feeding of the threaded shaft 121 beyond the star wheel before it completes one revolution, so that no matter how many revolutions the drum and trolley fall out of step, the trolley will only be moved a predetermined distance on the first revolution and will remain there until the two factors approach their proper phase relation agaln,

when the pinion'129 will engage one of the outer-fingers of sta r'wheel 130 and return it to its' normal position.- This invention,-how'-. eVer,is-independent of the specific type of vice from said motor is used to rotate the relay used, the claims onthe specific relay being incorporated in a divisional application, Serial No; 365,145, filed- March 12,

1920, for gyro compass relay transmitter.

' In Fig; :11", a 'm'odified form of trolley contact is shown, in which the insulated section 101"isfmade with adepressed' portion 201 "so that when the-ftrolleyruns on said section, it will exerta centralizing effect on the gyros, due tothe tension-of the trolley spring202. f

Fig. 12; showsjanother modifiedv form of contact device for operating the motor 91 on the master indicator. According .to this modification I mount contactstrips; 992' 100, 99?? and ll00 directly on a portion of each rotor casing, preferably-on'the gear sectors-f'93 and "9 l,""the' istripsbeing separated a's-before'b'y insulating pieces 101 and 101?" These strips lare p la'c'ed onzthe pitch circle of gear iteeth'gbeing arranged to rolliipon each "other:asindicated, and are insulatedifrom the gears'hy insulation 203.

This rj 'an'gement does awayiwith. the use of any} xtraparts suchaslibrackets95 and 95 on the fiame 81. It'also'emphasizes an in'lportaiit advantage of my invention over prior structures, which lies in the fact that the contacts'govermn'g 'motor 91 cannot be closedby any motions of the frame 81, but

the apparatus shown is only illustrative and that, the invention can be carried out by other means. Also,while' it is 'designedto use the various features and elements in the combination and relations described, some of these may be altered and'others omitted" without interfering with the more general results outlined, and the, invention extends liner, its use would be somewhat as follows? While leaving or entering port, the pilot S could use either the customary pilot wheel 7, by disengaging it' from clutch 10, or hecould use the wheel 5','thus steering with the aid of my master controller 1. The latter would, of course, be preferable, since the yawing would automatically betaken care of by my yawing anticipator and damper.

After the ship is on the high sea, the course indicator'4 can be set on the proper course and the ship allowed to take care of itself. My apparatus also finds especial application to war ships, since the accuracy of gun fire is adversely affected by the yawing of the ship, while by means of my invention all yawing is abolished.

.- Ila'ving now described my invention, what I claim and desire to secure by Letters "Patent is 1. In steering apparatus, mechanism con trolled by the heading of the ship in azimutln othermechanism the position of which depends upon the position of the rudder, a tw'o 'part controller. one of said parts being governed by one of said mechanisms, while the other is governed from the other mechanism, and a steering motor controlled by said controller.

2. In steering apparatus, mechanism controlled by the heading of the ship in azimuth, other mechanism the position of which depends upon the position of the rudder, a contact drum rotated from one of said mechanisms, a brush adapted to be revolved about the same axis as the drum by the other of said mechanisms, and a steering motor con trolled from said drum and brush.

3. In steering apparatus, mechanism controlled by the heading of the ship in azimuth,other mechanism the position of which depends upon the position of the rudder, an oscillatory yawing preventive device compounded with one of said mechanisms. a two part governing device, one of said parts being governed as the resultant of one of said mechanisms and the preventive device connected therewith while the other is governed from said other mechanism. and a steering motor controlled by said device.

4. In a steering apparatus, the combination with mechanism for maintaining the ship on its course, of a device for preventing ya-wing comprising a movable member, means to move said member in a predetermined direction on an incipient change in the heading of the ship, and means operated by the movements of said member for shifting the helm a predetermined amount to correct the yaw. v

5. In a steering apparatus, the combination with mechanism for maintaining the ship on its course, of a device for prei'enting yawing comprising a movable member, means to move said member in a predetermined direction on an incipient change in the heading of the ship, and in the reverse direction on such a change in the opposite direction, and means operated by the movements of said member for shifting the helm a predetermined amount to correct the yaw.

6. In a steering apparatus, the combination with mechanism for maintaining the ship on its course, of a device for preventing yawing comprising an oscillatory member,

means to oscillate said member in a predetermined direction on an incipient change in the heading of the ship, and means operated by the movements of said member for shifting the helm a predetermined amount to correct the yaw.

7. In a steering apparatus, the combination with mechanism for maintaining the ship on its course, of a device for preventing yawing comprising an oscillatory member, means to oscillate said member in a predetermined direction on an incipient change in the heading of the ship, and in the reverse direction on such a change in the opposite direction, and means operated by the movement of said member for shifting the helm a predetermined amount to correct the yaw.

8. In a mechanism for preventing yawing the combination with mechanism for maintaining the ship on its course, of a member oscillated by changes in the heading of the ship, and variable means to limit the amplitude of such oscillations including a shiftable stop device, the position of which is governed by the extent of the yawing prevalent at the time, said stop device being arranged to permit a different degree of such oscillations in its various positions.-

9. In a mechanism for preventing yawing the combination with a member oscillated by changes in the heading of the ship, of automatic means for varying the extent of such oscillations IQSPODSlT5 to the prevalent extent of the yaw.

10. In a mechanism for preventing yawing the combination with a member oscillated by changes in the heading of the ship, of automatic means for varying the extent of such oscillations responsive to the prevalent extent of the yaw, and means operated by the oscillations of said member for shifting'the helm an amount proportional to the extent of such oscillations.

11. In a mechanism for preventing yaxv ing the combination with a member oscillated by changes in the heading of the ship, of variable means to limit the amplitude of such oscillations comprising a second member also oscillated by changes in the heading, a yieldable stop against which said second member is adapted to strike, the position of the stop being dependent upon the rapidity of such oscillations.

12. In a steering apparatus for dirigible craft, a course indicator adapted to be set at will, automatic means controlled by said indicator for keeping the craft on its general course and means associated with said aforementioned means for preventing the yawing of the craft.

13. In a mechanism for preventing yawing the combination with a member oscillated by changes in the heading of the ship. of variable means to limit the amplitude of such oscillations comprising a second memside.

her also oscillated by changes in the heading, a yieldable stop against which said second member is adapted to strike, the position of the stop being dependent upon the rapidity of such oscillations, said stop controlling by its position the amplitude of the oscillations of said first mentioned member.

14. An automatic steering device for ships or the like including a rotatable controlling element, means for setting the same in any desired direction, and a compass repeating device connected to said element for maintaining its setting in azimuth irrespective of the ships turning.

15. An automatic steering device for ships or the like including a rotatable controlling element, a differential gear one side of which is connected thereto, a compass repeating device connected to another side of said gear and a settable means connected to the third 16. In a steering device, the combination with an azimuth indicator, of a settable course indicator, mechanism actuated by said azimuth indicator when the ship .changes its course, a two part controller.

one part being actuated by the combined movements of said mechanism and said course indicator. a servo-motor for steering the ship, the other part of said controller being actuated from said motor.

17. In a steering device. the combination with a course indicator, 01 means for maintaining said indicator fixed in azimuth, means controlled thereby for setting the rudder to correspond thereto. and other means for throwing the rudder farther on slight changes in the heading of the ship.

18. A steering device for ships including an azimuth indicator, a settable course governing device. a steering member, differential means connecting said azimuth indicator and said member to the said device, a steering engine. and automatic means governed by said device for controlling said steering engine.

19. In steering apparatus. an azimuth indicator a settable course governing device including a member having a connection with said indicator. an independently movable member adjacent thereto. a steering engine controlled by the relative movements of said members. and a follow-up connection between said engine and said second member.

20. In combination. a dirigible vessel. a'

a rudder therefor, a manually operable device connected to said rudder. means re- 66 sponsive to an incipient change in the heading of the ship for preventing yawing of the craft, and means controlled by the frequency and extent of yaw for governing said other means.

22. In an automatic steering mechanism, a reversible helm actuator. a two part controller for said actuator. means controlled by the heading of the vessel in azimuth for causing relative displacement between the parts of said controller. and means responsive to the yaw ot' the vessel tor also causing such displacement. whereby the reversing point of said actuator is displaced.

23. In an automatic steering mechanism, a reversible helm actuator. a two part controller for said actuator. means controlled by the heading of the vessel in azimuth tor causing relative displacement between the parts of said controller, and means responsive to the direction and amount of yaw for also causing such displacement, whereby the reversing pointv of said actuator is displaced.

2-}. In an automatic steering mechanism, a reversible helm actuator. a two part controller for said actuator. means controlled by the heading otthe vessel in azimuth for causing relative displacement between the parts of said controller, means responsive I to the yaw of the vessel for also causing such displacement, whereby the reversing point of said actuator is displaced. and a follow-up mechanically operated by the actuator for displacing one of the parts of 10 said controllers.

In a ship steering device, the combination with a member oscillated by changes in the heading of a ship, the direction and extent of the oscillations being dependent upon the direction and angular velocity of yaw, and means responsive to such oscillations for shifting the helm in accordance with the movement of said member.

26. In an automatic steering device for ships, the combination with the helm, of means responsive to changes in the direction of motion of the ship. means responsive to variations in the angular velocity with which said changes take place, and means for shifting the helm in response to the combined action of said two means.

In testimony whereof. I have signed my name to this specification in the presence of two subscribing witnesses, this 12th day of November, 1914.

ELMER A. SPERRY.

\Vitnesses:

EARL \V. CHAFEE,

ALLEN. 

